RU2599737C2 - Flight control actuator drive - Google Patents

Abstract

FIELD: mechanisms.

SUBSTANCE: flight control actuator drive (100) comprises first engine (10) for the first rotary inlet, second engine (12) for the second rotary inlet and device for speed summation (20) for connection of the first and second rotational inputs in one rotary output to control the actuator. Device for speed summation (20) comprises first and second circular input gears (22, 24), multiple pairs of planetary gears (30, 32). First planetary gear (30) is connected to first ring gear (22), second planetary gears (32) is connected to second ring gears (24), first and second planetary gears (30, 32) of each pair are connected to each other in mutual regulated mode. Carrier, which provides rotary output to control the actuator is connected to planetary gears.

EFFECT: possibility to backup drive, reduced weight and simplified design are obtained.

15 cl, 4 dwg

Description

Technical field

The present invention relates to the drive of an executive flight control mechanism, in particular to a backup drive of an executive flight control mechanism and a speed adding device for use in a flight control system.

State of the art

The flight control actuator is used on an aircraft to adjust one or more flight parameters by controlling the steering surface.

As a rule, the flight control system sends commands to the electric motor drive, which in turn drives the electric motor, which provides rotation at the output, which is used to control the actuator. The electronics that drive the engine are the most malfunctioning part of this system due to the experienced high temperature fluctuations. Therefore, as you know, to drive the actuator actuator, two separate motors and two drives are used as backup equipment in case one of the engine drives or one of the motors fails or wedges.

The speed adding device can be used to combine the rotations of two engines to control the actuator actuator by means of the total output signal. However, if one of the motor drives fails, this may lead to a malfunction of the entire device, since the rotational input of the working motor will cause the faulty motor to rotate in the opposite direction instead of transmitting this rotation to the output shaft of the speed adding device.

There are various braking electromechanical methods to prevent the reverse rotation of a faulty engine, but these braking devices add extra weight to the system and complicate it.

This invention relates to at least some of the issues described.

SUMMARY OF THE INVENTION

The speed adding device described herein that controls the actuator actuator is connected to an aerodynamic surface. The speed adding device comprises first and second ring gears mounted in such a way as to rotate around a central axis, a plurality of pairs of planetary gears, each of which consists of a first planetary gear, interconnectedly connected to the first ring gear, and a second planetary gear, interconnectedly connected to the second ring gear, and the first and second planetary gears of each pair are mutually controlled connected to each other and the carrier, providing rotational output Od to control the actuator actuator. The carrier, which is also part of the speed adding device, is mutually controlled connected to the planetary mechanism in such a way that the movement of planetary mechanisms around the central axis causes the carrier to rotate, but the rotation of planetary mechanisms around its own axis does not entail rotation of the carrier.

The term "interconnectedly connected" should be understood as follows: the two parts of the mechanism in question are connected to each other in such a way that the first can control the second and / or vice versa, while their direct involvement in the work is not necessary. For example, two parts of the mechanism can be interconnected via an intermediate element that transmits movement and forces between the two parts.

The speed adding device may be of a flat type, that is, without a bevel or bevel gear.

The speed adding device can control the mechanical actuator of the drive, which in turn can be connected to the aerodynamic / steering surface.

The speed adding device may therefore comprise a planetary gear assembly consisting of two ring gears, pairs of planetary gears and a carrier. Ring gears are located radially outward from the carrier, respectively, the carrier can move inside the ring gear. In other words, ring gears are located around the carrier. A carrier may also be known in the art as a planetary gear or planetary gear carrier. A carrier may also be known in the art as satellites.

Ring gears can freely rotate around their axes relative to the carrier (without taking into account friction losses, etc.). In other words, such rotational motion of planetary mechanisms is not transmitted to the carrier. Between planetary gears and the carrier it is possible to install bearings to provide greater freedom of movement.

The rotation of the first ring gear around the central axis can set in motion the first planetary gear together with the first ring gear around the central axis. Only in this movement does the first planetary mechanism rotate around its central axis, but not around its own, since the first planetary mechanism does not rotate with respect to the first ring gear to which it is attached. The same applies to the second ring gear and the second planetary gear.

If the first and second ring gears rotate in the same direction and at the same speed, the pairs of planetary gears also move together with the first and second ring gears around the central axis, while the planetary gears do not rotate around their own axes. In this case, the rotation of planetary mechanisms is transmitted to the carrier (in the absence of any loss of efficiency due to friction, etc.)

However, if the first and second ring gears rotate at different speeds or one of them is stationary, then the planetary gears in each pair rotate with respect to each other around their axes. The rotational movement of planetary mechanisms around its axes is not transmitted to the carrier. Therefore, a slower movement (or a state of immobility) of the ring gear reduces the amount of rotation transmitted to the carrier, compared with the option when the same ring gear rotates at the same speed as the other.

The carrier may incorporate an output rotational shaft for connection with the actuator actuator.

The carrier may contain the first and second plates. The planetary gear can be interconnected to the first and second plates. In particular, planetary gears can be connected to the first and second plates in such a way that the rotation of the planetary gears around the central axis leads to the rotation of the plates, but the rotation of the planetary gears around their own axes does not lead to the rotation of the plates. For example, the first and second end parts of planetary gears can pass inward or through the first and second plates, but can also rotate freely relative to the end plates. The first and second plates can be connected to each other, respectively, they rotate together.

A rotary output shaft, if present, may extend from one of the plates, first or second.

The first and second plates may be axially spaced apart from one another, with the first and second ring gears being positioned in (different) axial positions between the first and second end plates. The axial direction of the speed adding device is a direction parallel to the central axis.

Planetary gears can pass between the first and second plates and come into contact with the corresponding ring gears at axial places between the plates.

The first and second ring gears may each contain a series of internal teeth on their inner circumferential surfaces and a series of external teeth on their outer circumferential surfaces. The first and second planetary gears may be in contact with the internal teeth of the first and second ring gears, respectively.

The first and second planetary gears of each pair can directly engage with each other. For example, planetary gears may each contain teeth on their outer circumferential surface, and with it, the teeth of the first planetary gear are engaged with the teeth of the second planetary gear of the same pair.

The first planetary gears may not have direct contact with the second ring gear and the second ring gears may not have direct contact with the first ring gear.

The first and second planetary gears each can have an enlarged section with a cross section for engagement with the internal teeth of the first and second ring gears, respectively, as well as a reduced section with a cross section. The cross section is taken as a section in the radial direction of planetary gears, i.e. at right angles to the axes of these gears. Reduced sections with a cross section of the first and second planetary gears can be axially aligned with the second and first ring gears, respectively, therefore, the first planetary gear is not in contact (or adjusted) with the second ring gear and the second planetary gear is not in contact with the first ring gear. Planetary gears can have two reduced sections with a cross section that extend to the first and second carrier plates.

The enlarged section with a cross section of each first planetary gear can be directly engaged with the enlarged section with a cross section of the second planetary gear of the same pair.

The speed adding device may comprise two or more pairs of planetary gears. For example, a speed addition device may have exactly two, three or four pairs thereof.

This invention relates to a flight control drive mechanism comprising the speed adding device described above, the first engine is interconnected to the first ring gear by the first non-reversible gear such that the first ring gear can transmit force in only one direction, and the second engine is mutually controlled connected to the second ring gear through the second non-reversible gear, respectively, the second ring gear can transmit mechanical force e only in one direction, namely from the engines to the speed adding device.

Irreversible gears serve to prevent the rotation of the first and second ring gears by means of planetary gears, as well as from the transmission of mechanical force from the planetary gear to the engines.

The present invention also relates to a flight control drive mechanism comprising a first engine for providing rotation at a first rotational input, a second engine for providing rotation at a second rotational input, and a speed adding device that combines the first and second rotational inputs of the engines to form one rotational output for controlling drive, where the device for adding speed contains the first and second input gears, and the first and second motors are connected to the first and second input dnym gears via the first and second non-reversing gear, respectively, first and second input gears may each transmit mechanical rotational force in only one direction, namely from the motors to the speed summation device.

The speed adding device can also be presented in the form described above, for example, its first and second input gears will be represented by the first and second ring gears.

Engines can be represented by electric motors or other available sources of rotation energy.

Irreversible gears prevent the rotation of the ring or input gears by the energy emanating back from the speed adding device and thereby prevent the motor from returning.

The first and second irreversible gears may each contain a worm wheel. As one skilled in the art understands, a worm wheel can only be controlled from one side.

The present invention also relates to a drive control method using a speed adding device or a flight control drive mechanism described above.

Any of the above flight control gears may further comprise an actuator. The actuator may be configured to control one or more flight control surfaces.

A brief description of the graphic materials

Some illustrative embodiments of the present invention can be described only as an example and with reference to figures 1-4, where:

figure 1 illustrates a three-dimensional view of the actuator actuator flight control in accordance with one embodiment of the present invention;

FIG. 2 illustrates a side view of the drive of the flight control actuator shown in FIG. one;

FIG. 3 illustrates a cross-sectional view represented by section AA in FIG. 2; and

Figure 4 illustrates a cross-sectional view represented by section BB in FIG. 2.

FIG. 1-4 illustrate a flight control actuator actuator 100 comprising a first electric motor 10, a second electric motor 12, and a speed adding device 20. A speed adding device 20 includes a first ring gear 22, a second ring gear 24, a plurality of planetary gears 30, 32, and a carrier having the first and second plates 25, 28. The rotary output shaft 26 for controlling the actuator (not shown here) is connected to the first plate 25. The rotation of the first plate 25 leads to a parallel rotation of the shaft 26. And the filler mechanism can control the position of the steering surface (i.e., the aerodynamic surface), such as a rudder or aileron.

The first and second ring gears 22, 24 each have a number of outer teeth 22a, 24a on the outer circumference and a row of outer teeth 22b, 24b on the inner circumference.

The first and second electric motors 10, 12 each have a rotatable output shaft 11, 13 containing a worm wheel 14, 16. The worm wheels 14, 16 engage the outer teeth 22a, 24a of the two ring gears 22, 24. Thanks to the angle of the teeth of the worm wheels 14, 16 of the outer teeth 22a, 24a of the ring gears 22, 24, the worm wheels 14, 16 drive the ring gears 22, 24 in the first rotational direction, but the ring gears 22, 24 cannot drive the worm wheels 14, 16 in the opposite direction. Thus, the worm gears 14, 16 operate as irreversible or one-sided gears.

This device has eight planetary gears 30, 32. Planetary gears 30, 32 are represented by four pairs. Each pair comprises a first planetary gear 30 and a second planetary gear 32.

The first planetary gears 30 have external teeth 30c that engage the internal teeth 22b of the first ring gear 22. The first planetary gears 30 have a first and second end parts 30a, 30b of a reduced cross section (compared to the portion of the planetary gear 30 having the teeth 30c). The first and second end portions 30a, 30b pass through the holes 25a, 28a of the first and second carrier plates 25, 28. The first planetary gears 30 can rotate freely around their axes within the holes 25a, 28a related to the first and second plates 25, 28.

The second planetary gears 32 have external teeth 32c that are engaged with the internal teeth 24b of the second ring gear 24. The second planetary gears 32 have a first and second end parts 32a, 32b of a reduced cross section (compared to the portion of the planetary gear 32 having the teeth 32c). The first and second end portions 32a, 32b pass through the holes 25a, 28a of the first and second carrier plates 25, 28. The second planetary gears 32 can freely rotate around their axes inside the holes 25c, 28c relative to the first and second plate 25, 28.

The first and second planetary gears 30, 32 of each pair are engaged with each other by means of their outer teeth 30c, 32c, as shown in FIG. 3 and 4. For this, enlarged sections of the cross section of the first and second planetary gears 30, 32, having external teeth 30c, 32, overlap each other in the axial clearance between the first and second plates 25, 28.

The reduced cross section at the second end portion 30b of the first planetary gear 30 extends along the first planetary gears 30 to the position between the first and second ring gears 22, 24, respectively, the teeth 30c (in the enlarged section) do not engage the second ring gear 24. In the same way , a reduced section of the cross section at the first end portion 32a of the second planetary gear 32 extends along the second planetary gear 32 in a position between the first and second ring gears 22, 24, respectively, of the teeth 32 with (in an enlarged area) do not engage the first ring gear 22.

FIG. 3 illustrates a cross-sectional view of the drive of the flight control actuator 100 along line AA of FIG. 2. Line AA passes through the gap between the two ring gears 22, 24 and shows four engaged pairs of the first and second planetary gears 30, 32.

FIG. 4 illustrates a cross-sectional view of the drive of the flight control actuator 100 along line BB of FIG. 2. Line BB passes through the upper half of the first ring gear 22, along the central axis X of the speed adding device 20 and through the lower half of the second ring gear 24. Line BB thus passes through two different vertical plates.

Figure 4 illustrates the first planetary gears 30 engaged with the teeth 22b of the first ring gear 22 (upper part of the figure) and the second planetary gears 32 engaged with the teeth 24b of the second ring gear 24 (lower part of the figure). The gears of the first and second planetary gears 30, 32, inside each pair, are visible in the illustration. In the lower part of the figure you can see a reduced part of the cross section 30b and an enlarged part of the cross section (with teeth 30c) of the first planetary gear 30. In the upper part of the figure you can see the reduced parts of the cross section 32a of the second planetary gears 32. The reduced parts of the cross section 30b, 32a are not engaged with ring gears 30, 32.

In normal operation, in order to rotate the shaft 26 (and control the actuator actuator), both electric motors 10, 12 are activated. The rotation of the shafts of the engine 11, 13 and the worm wheels 14, 16 drives the ring gears 22, 24 into rotation. In particular, the rotation of the worm wheel 14 in the direction A ₁ (FIG. 1) (counterclockwise when viewed from the end of the worm wheel 14) causes the first ring gear 22 to rotate in the direction B ₁ , and the rotation of the worm wheel 13 to the direction A ₂ (clockwise from the end of the worm wheel 13) causes the second ring gear 24 to rotate in the direction B ₂ . Directions B ₁ and B _{2 are the} same.

The rotation of the first ring gear 22 in the direction B ₁ causes the first planetary gear 30 to move around the central axis X of the speed adding device 20 together with the first ring gear 22. In this movement, it is the teeth 30 from the first planetary gear 30 that mesh with the internal teeth 22b of the first ring gear remain engaged with each other. In other words, the movement of the first planetary gear 30 along the teeth 22b of the first ring gear 22 is not possible. There is only one rotation of the first ring gears 30 around its own axes, which is caused by rotation around the central axis, that is, each first planetary gear 30 rotates 360 ° during one rotation of the first ring gear 22.

The same can be said about the second ring gears 32, which are engaged with the inner teeth of the second ring gear 24 and move around the central axis X together with the second ring gear during its rotation.

Since the first and second planetary gears 30, 32 of each pair are engaged with each other, they can move together around their respective ring gears 22, 24. If both ring gears 22, 24 rotate at the same speed (in the same direction thanks to the worm wheels), then each pair of planetary gears 30, 32 will move around the central axis X, without rotating around its axes, respectively, to each other, i.e. certain teeth 30c, 32c of the ring gears 30, 32 remain engaged during rotation about the central axis X. The movement of the planetary gears 30, 32 around the central axis X leads the carrier, i.e. plates 25 and 28, in rotation around the central axis X. This, in turn, drives the rotary output shaft 26.

If one of the ring gears 22, 24 rotates at a different speed relative to the second, this leads to the fact that the first and second ring gears 30, 32 rotate around their axes relative to each other.

For example, if the first ring gear 22 does not rotate at all, possibly due to a malfunction of the motor 10 or the electric drive, and the second ring gear 24 rotates normally, then the first planetary gears 30 will be pushed around the inner circumference of the first ring gear 22 by the forces of the second ring gears 32, with which they are hooked. When the first ring gear 22 does not rotate, the first ring gears 30 must rotate about its axis in order to move around the central axis X. In other words, the first ring gears 30 roll along the inner teeth 22b of the first ring gear 22.

When the first ring gears 30 rotate around their axles, the second ring gears with which they are engaged rotate in the same way. Thus, rotating around the central axis X, both the first and second planetary gears 30, 32 will rotate around their axis. The rotation around the axes of the planetary gears 30, 32 is not transmitted to the carrier plates 25, 28, since the first and second end parts 30a, 30b, 32a, 32b of the planetary gears 30, 32 freely rotate in the holes 25a and 28a of the plates 25, 28. Thus, not every movement of the second ring gear 24 is transmitted to the rotary output shaft 26 when the first ring gear 22 is stationary. If the first motor 10 fails, the second motor 12, therefore, must receive a signal to rotate the shaft 13 at a higher speed to provide the same rotation to the output shaft 26 (in order to control the actuator actuator).

The same should happen if the first engine 10 is running and the second engine 12 is out of order.

It should be understood that this invention describes the drive actuator flight control 100, which can operate using one or two engines. Failure of one motor does not stop the drive. For this, backup equipment is provided. The above description is only an example of the principles of the invention. Many modifications and variations are possible in light of the above teachings. Thus, it should be understood that within the scope of the appended claims, the invention may be carried out differently than with the exemplary embodiments that have been described. For this reason, the following claims should be studied to determine the true scope and content of this invention.

Claims (15)

1. The device for adding speed (20) to control the actuator, which contains:
a first ring gear (22) configured to rotate around a central axis (X);
a second ring gear (24) configured to rotate around a central axis (X);
a plurality of pairs of planetary gears (30, 32), each pair containing a first planetary gear (30) interconnected to the first ring gear (22) and a second planetary gear (32) interconnected to the second ring gear (24), moreover the first and second planetary gears (30, 32) of each pair are mutually controlled connected to each other; and
a carrier providing a rotational output for controlling the actuator; moreover, the carrier is mutually controlled connected with planetary gears (30, 32) in such a way that the movement of planetary gears (30, 32) around the central axis (X) leads to rotation of the carrier, but the rotation of planetary gears (30, 32) around its axes does not cause the carrier in motion. 2. The device for summing speed (20) according to claim 1, characterized in that the carrier comprises an output rotational shaft (26) for communication with the actuator. 3. The device for summing speed (20) according to claim 1 or 2, characterized in that the carrier contains the first and second plates (25, 28) and each of the planetary gears (30, 32) is mutually controlled connected to the first and second plates (25, 28). 4. Speed summing device (20) according to claim 3, characterized in that the first and second plates (25, 28) are spaced apart in the axial direction, while the first and second ring gears (30, 32) are located in the axial position between the first and second plates (25, 28). 5. The device for adding speed (20) according to any one of paragraphs. 1, 2, 4, characterized in that the first and second ring gears (22, 24) each contain a series of internal teeth (22b, 24b) on the inner circles and a number of external teeth (22a, 24a) on their outer circles, and the first and the second planetary gears (30, 32) are engaged with the internal teeth (22b, 24b) of the first and second ring gears (22, 24), respectively. 6. The device for adding speed (20) according to any one of paragraphs. 1, 2, 4, characterized in that the first and second planetary gears (30, 32) of each pair are directly engaged with each other. 7. The device for adding speed (20) according to any one of paragraphs. 1, 2, 4, characterized in that the first planetary gears (30) do not directly gear with the second ring gear (24) and the second ring gears (32) do not directly gear with the first ring gear (22). 8. The device for summing speed (20) according to claim 7, characterized in that the first and second planetary gears (30, 32) each have an enlarged part of the cross section for engaging the inner teeth (22a, 24a) of the first and second ring gears (22, 24), respectively, and a reduced part of the cross section, wherein the reduced parts of the cross section of the first and second planetary gears (30, 32) are aligned axially with the second and first ring gears (22, 24), respectively. 9. The device for summing speed (20) according to claim 8, characterized in that the enlarged transverse section of each first planetary gear (30) is directly engaged with the enlarged transverse section of the second planetary gear (32) of the same pair. 10. The device for adding speed (20) according to any one of paragraphs. 1, 2, 4, 8, 9, containing two or more pairs of planetary gears (30, 32). 11. The actuator actuator flight control (100), which contains:
a speed adding device (20) according to any one of the preceding paragraphs;
a first engine (10) interconnectedly connected to the first ring gear (22) by means of the first non-reversible gear (14), respectively, the first ring gear (22) can transmit force in only one direction; and
the second engine (12) is mutually controlled connected to the second ring gear (24) by means of a second non-reversible gear (16), respectively, the second ring gear (24) can transmit force in only one direction. 12. The actuator of the flight control actuator (100) according to claim 11, characterized in that the first and second irreversible gears (14, 16) each contain a worm wheel. 13. The actuator actuator flight control (100), which contains:
a first motor (10) for providing a first rotational inlet;
a second motor (12) for providing a second rotational input; and
a speed adding device (20) for connecting the first and second rotational inputs to one rotational output for controlling the actuator, the speed adding device (20) comprising the first and second input gears (22, 24) and the first and second engines (10, 12) connected to the first and second input gears (22, 24) by means of the first and second non-reversible gears (14, 16), respectively, the first and second input gears (22, 24) each can transmit force in only one direction. 14. The actuator of the flight control actuator (100) according to claim 13, characterized in that the speed adding device (20) comprises a speed adding device (20) according to any one of paragraphs. 1-10. 15. The actuator of the flight control actuator (100) according to claim 13 or 14, characterized in that the first and second irreversible gears (14, 16) each contain a worm wheel.

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